Brake-shoe.



I. V. C. T. CHRISTENSEN.

BRAKE SHOE.

APPLICATION FILED JUNE 2 19:5.

1 204.649. Patented Nov. .14, 1916.

2 SHEETSSHEET l- F .5. 5 fi 29 wme fm ash J. V. C. T. CHRISTENSEN.

BRAKE SHOE.

APPLICATION HLED JUNE 2.1915.

1,204,649. Patent-ed Nov. 14, 1916.

2 SHEETS-SHEET 2.

y Zdko lbw zoo JAKOB V. C. T. CHRISTENSEN, 0F WICI-IITA FALLS, TEXAS.

BRAKE-SHOE.

Specification of Letters Patent.

Patented Nov. 14, 1916.

Application filed June 2, 1915. Serial No. 31,694.

To all whom it may concern:

Be it known that I, J AKOB V. C. T. CHRIS- TENSEN, a citizen of the United States, residing at Wichita Falls, in the county of Wichita and State of Texas, have invented certain new and useful Improvements in Brake-Shoes, of which the following is a specification, reference being had therein to the accompanying drawing.

My invention relates to brake shoes for car wheels and more particularly to a reinforced brake shoe of the M. C. B. type. The object of my invention is to provide a brake shoe of the above type that will be economical in use and capable of being economically manufactured in a small foundry without the installation of special and elaborate machinery, whereby they may be produced in various repair shops local to different railroad centers.

Other objects of my invention will appear from a perusal of the following specification and the accompanying drawings.

My invention is illustrated in the accompanying drawings in which Figure 1 is a longitudinal section of a locomotive drive brake shoe embodying the invention. Fig. 2 is a bottom plan view of the shoe of Fig. 1. Fig. 3 is a transverse section taken through the center of the shoe of Figs. 1 and 3. Fig. 4 is a bottom plan view of one of each of the two kinds of chills used in the locomotive drive brake shoe.

Fig. 5 is a longitudinal section of a standard M. C. B. car brake shoe embodying my invention. Fig. 6 is a bottom plan view of the shoe of Fig. 5. Fig. 7- is a transverse section taken through the center of the shoe of Figs. 5 and 6. Fig. 8 is a bottom plan view of the chills used in the car brake shoe.

Referring to Figs. 1 to 4 inclusive, these show a locomotive drive shoe comprisinga body portion 1 having the backstiffener or reinforcing rods 28, embedded in the body near the back surface and having their ends deflected downwardly toward the lower corners of the shoe. Inserted in thewearing face of the shoe and in that portion which contacts with the tread or rim of the wheel, are cast iron or steel chills 4, spaced apart at regular intervals. These chills are formed with a bevel or dovetail shaped cross section with the enlarged portion projecting inwardly of the shoe body, so as to prevent dislodgment upon any expansion or other distortion of the shoe due to changes in temperature or any mechanical strain. That portion of the shoe which is countersunk to take the flange of the wheel, is also provided with chills 'such as 5 spaced similarly to the chills 4 and similarly dove-tail in shape to prevent dislodgment. These chills also are of cast iron or steel with their outer or wearing surfaces shaped to conform to the transverse curve of the flange of the wheel so as to cause the flange towear down even all around. A novel form of lug 9 is secured in the brake head in the casting of the body which lug consists of a strip of wrought iron bent-in the form clearly shown in Fig. 3. The lug 9 is formed so as to extend into the body of the shoe below the back stifi'eners 2 and 3 where the portions 6 and 7 extend laterally away from the center and under the stifieners and the. extreme end portions 8 and 9 are bent toward the diametrically opposite outer side edges of the body. It will be seen that by giving the embedded portion of the lug this particular shape it assumes the two-fold function of providing a broad anchorage for the lug and a reinforcing transverse rib'in the center of the shoebody where the greatest strain comes during use. The reinforcing members 2 and 3 and the lug 9 are made of malleable or wrought iron so as to withstand tension strains and so prevent portions of the shoe body from falling to the track in case the shoe cracks or breaks. By the proportioning and arrangement of the chills as shown the entire bearing surface of the brake is uniformly protected against rapid wear without depriving the shoe of the required frictional quality which is given in siuficient degree by the softer metal surrounding the chills.

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the lug and. extending inwardly of the shoe body and below the stiffener 10 where the portions 13 and 1 1 are bent outwardly, as shown in Fig. 7 and the extreme end portions 15 and 16 bent downwardly toward the lower outer edges of the shoe body. It will be seen that, here also, the particular shaping of the reinforcing member 12 pro- I vides both a broad anchorage for the lug and a reinforcing rib within the center of the brake shoe. Inserted in the bearing surface of the shoe are cast iron or steel chills 17 and 18, placed near each end of the wearing surface and so shaped as to present a broader contact surface toward the ends of the shoe than toward the center. These chills do not necessarily have to be of the shape shown but can be of any shape which will allow one end to be broader than the other, the broad end to be placed nearest the end of the shoe. This is done to equalize the wear on the surface of the shoe as when the brake shoes are not applied one of the ends of the shoe is likely to hang against the wheel causing increased wear at that end. These chills also are beveled or dove-tail in cross section as shown in Fig. 8 to prevent dislodgment due to various strains heretofore mentioned. It will be noted that by arranging the chills 17 and 18 in the shoe body in symmetrical relation, their surfaces will overlap on a longitudinal line so that their zones of contact with the rim of the wheel will overlap and thus prevent uneven wear of the wheel tread or rim. It will be also noted that the chills 17 and 18 are spaced apart from the central transverse line whereby the homogeneity of the central portion of the shoe is preserved.

In both forms here shown, it will be seen that the various parts of the shoe consist either of simple castings, or strips of wrought iron bent in'a peculiar form without punch or die work, thus obviating the necessity of special machinery and highly I skilled labor, while at the same time a brake shoe is produced which will wear evenly without weakening and without producing any irregular wear on the wheel.

I do not herein claim specifically the form of my invention which is illustrated in Figs. 5, 6, 7 and 8 of the drawings, claims therefor being made in a divisional application Serial No. 7 4,67 0, filed January 27, 1916.

Having thus described my invention what I claim and desire to secure by Letters Patent is:

1. A brake shoe comprising a body portion of cast metal having a rim bearing surface and a flange bearing surface, a plurality of chills or hardened portions at regular intervals in the body portion and flush with the said bearing surfaces, a pair of stiffening members who-11y embedded in the said body portion near the back of the shoe, a lug for the shoe, and a wrought iron anchor for the lug extending into said body member and outwardly along the stiffening members in opposite directions transversely of the shoe body to form a transverse reinforcing rib wholly within the center of the brake shoe and separated from said stiffening members by the material of the body portion.

2. A brake shoe comprising a body member of cast metal having rim and flange bearing surfaces, chills or inserts in said body member arranged at intervals along said surfaces flush therewith and longitudinally of the brake shoe, a pair of back stiffeners of wrought metal extending longitudinally of the shoe and spaced apart, and a lug for said shoe comprising a strip of wrought metal looped at its central portion to form an eye projecting outwardly from the back of the shoeand having its ends bent away from each other and embedded in the said body portion to form an anchorage for the loop, and transverse reinforcing members for the central portion of the shoe, one of said ends extending between the back stifiener on the flange side of the shoe and the flange bearing surface, and the other end extending between the back stiffener on the outer side of the shoe and the rim bearing surface, whereby the reinforcing members formed by the said ends lie substantially in the center of mass of the shoe.

In testimony whereof I affix my signature in presence of two witnesses.

JAKGB V. O. T. CHRISTENSEN.

lVitnesses B. J. GARNER, RAY A. DAY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

